Braking, lifting and deployment mechanisms for rail chassis for ship-mounted rail systems

Abstract

The present invention relates in one aspect to a brake mechanism for a rail chassis (6) for a shipboard rail system (2), the brake mechanism comprising: a brake unit (14) coupleable to the rail (8) so as to be movable along the rail (8), the brake unit (14) including a brake (16) and a resilient biasing element (18) for biasing the brake (16) towards locked engagement with the rail (8); and an attachment for operatively coupling a towing assembly (22) to the brake (16), whereby sufficient actuation of the towing assembly (22) releases the brake (16) from the rail (8) so that the rail chassis (6) can be transported along the rail (8) in a raised position by the towing assembly (22). A further aspect of the invention relates to a lifting mechanism for a rail chassis (6) for a shipboard rail system (2), the lifting mechanism comprising a lifting unit (44) coupleable to the rail (8) for movement along the rail (8), the lifting unit (44) including a lifting actuator (46) movable between a first configuration and a second configuration, such that movement of the lifting actuator (46) from the first configuration to the second configuration moves the rail chassis (6) relative to the rail (8) from a rest position to a raised position.

Description

[Background technology]

[0001] Fretted narrow rotors or rotor sails for wind-assisted ship propulsion are large rotating cylinders, typically 2m to 6m in diameter and 18m to 40m in height. Due to the size and strength requirements of the rotor sail base, as well as the requirement for unobstructed wind flow for optimal performance, most rotor sails are installed on the open deck of a ship or vessel. This can present a challenge for ship loading and unloading in port, as the rotor rails can impede the free movement of ship and shore-based cranes when accessing loading and unloading points on the open deck - typically cargo holds or fluid manifolds.

[0002] Several systems exist that are intended to solve the challenges posed by rotor sails during cargo operations.

[0003] Known folding systems involve rotating rotor sails about their bases and lowering them to a horizontal position to avoid the use of cranes or air draft constraints of an overhead vessel (air draft is the distance from the water surface to the highest point of a vessel; an example of an air draft constraint includes the bridge).

[0004] However, a challenge with folding systems is that in a horizontal position, rotor sails require a lot of space and can have a significant impact on the working area on the deck. Also, even when folded, large rotor sails can protrude above the deck and still interfere with any cargo operations that normally operate at such height. For example, a large rotor sail can protrude 12m above the deck. There is also a risk that a folded rotor sail can be damaged by falling cargo.

[0005] As a result of these challenges, folding rotor sails are often positioned on ships to minimise interference with work areas and cargo operations when they are in their folded, horizontal position.

[0006] Telescoping systems are also known, which involve folding the rotor sails along their longitudinal axis in order to significantly reduce the height of the rotor sails above the deck.

[0007] Some known telescoping systems fold the rotor sail, but still cause the rotor sail to protrude significantly above the deck, so that, as with folding systems, cargo handling can still be affected.

[0008] Other known telescoping systems fold below the level of the open deck, however this requires extensive modification of the vessel to provide a cavity into which the rotor sail can be folded. Summary of the Invention

[0009] According to a first aspect of the present invention, there is provided a brake mechanism for a rail chassis for a ship-mounted rail system, comprising: a brake unit coupleable to the rail for movement along the rail with the rail chassis, the brake unit including a brake and a resilient biasing device biasing the brake toward locking engagement with the rail; A brake mechanism is provided that includes an attachment for coupling a towing assembly to the brake, whereby sufficient actuation of the towing assembly releases the brake from the rail so that the rail chassis can be carried along the rail by the towing assembly.

[0010] The rail chassis may be suitable for transporting a variety of different types of cargo or marine equipment between different locations on the ship along at least one rail. In particular, but not by way of limitation, the rail chassis may be used in the field of ship-mounted rail systems for transporting wind-assisted marine propulsion devices, such as fretted narrow rotors (or "rotor sails"), wing sails, suction vanes, and masts, between different locations on the ship.

[0011] For various reasons, it is important to be able to prevent such rail chassis from moving along the rail. For example, a rotor sail mounted on a rail chassis may have a designated operating position and a separate designated storage position. However, it is not always possible to move the rotor sail directly from one position to another. Rather, it may be necessary to ensure that the rail chassis stops moving and remains stationary halfway between two positions, so that it cannot travel dangerously along the rail and hit a crew member or collide with a loader.

[0012] A braking mechanism may be used to hold the rail chassis at a particular position along the rail. Because a resilient bias biases the brake towards a locking engagement with the rail, the brake unit essentially defaults to a brake state where the rail is gripped tightly enough to prevent movement of the rail chassis along the rail. This is particularly beneficial in ship-mounted rail systems to prevent unintended movement of the rail chassis along the rail, where ship roll and wind blowing across the ship may otherwise cause the rail chassis to move along the rail.

[0013] To release the brakes and thereby allow the rail chassis to move along the rail, a traction assembly, which is attached to the brake mechanism via an attachment, must be actuated to release the brakes.

[0014] In some embodiments of the invention, the brake mechanism may be configured such that actuation of a traction assembly providing a force greater than a predetermined brake release force required to overcome the resilient biasing member releases the brake from the rail. Thus, once the force applied to the brake unit by the traction assembly exceeds the predetermined brake release force, the brake is released sufficiently to allow the rail chassis to move along the rail.

[0015] In an embodiment of the invention, the brake unit may further comprise a brake actuator operatively coupling the attachment to the brake and movable by the tow assembly between a locked configuration in which the brake is in locking engagement with the rail and an unlocked configuration in which the brake is released from locking engagement with the rail thereby allowing the brake unit to move along the rail. Additionally, the brake unit may comprise a plurality of brakes and respective resilient biasing members. The brake actuator operatively couples the attachment to each brake such that movement of the brake actuator may move the plurality of brakes between the locked and unlocked configurations.

[0016] Once the brakes have been sufficiently released, further actuation of the traction assembly will tow the rail chassis in either direction along the rail with the traction assembly acting on the brake mechanism.

[0017] To stop the rail chassis, actuation of the traction assembly can be deactivated, thereby reducing the force exerted on the brake mechanism, for example, until it is less than a predetermined brake release force. Once the force has been sufficiently reduced, the resilient biasing device again moves the brake toward locking engagement with the rail, increasing friction sufficiently to stop movement of the rail chassis.

[0018] To accelerate the braking process, the traction assembly can be momentarily actuated in the opposite direction to more rapidly reduce the force acting on the brake mechanism.

[0019] The brake may include a movable brake pad and the resilient biasing device may include a mechanism, such as a mechanical or hydraulic spring, that biases the movable brake pad toward locking engagement with the rail. Thus, the predetermined brake release force may depend on a combination of factors, including the coefficient of friction between the brake pad and the rail, and the resilience of the spring to compression.

[0020] In an embodiment of the invention, the braking mechanism further comprises a towing assembly, the towing assembly including a directional filtering device. The directional filtering device may be coupleable to a winch device, the winch device operable to apply a force to the directional filtering device in a first direction substantially parallel to the rail or in a second direction substantially parallel to the rail and substantially opposite to the first direction.

[0021] In other words, the rail system may be operated with a winch, which is used to actuate a winch line that may pull the rail chassis along the rail in either direction along the rail. This means that a force may be applied to the towing assembly by the winch device in one of two opposing directions. However, to release the brakes before the rail chassis is towed, a force must be applied in only one direction to overcome the resilient biasing device.

[0022] To overcome this challenge, the directional filtering device can be configured to operably couple the winch device to the brake such that operation of the winch device applying a force to the directional filtering device in either a first direction or a second direction releases the brake so that the rail chassis can be transported along the rail by the towing assembly.

[0023] In some embodiments of the invention, the directional filtering device may comprise an assembly of pulleys and / or sheaves that directs the towing line connecting the winch line to the brake so that the winch line can be operated in either direction, but the towing line acts on the brake in only one direction.

[0024] In other embodiments of the invention, the brakes may be hydraulically or pneumatically actuated to overcome the resilient biasing device. In such embodiments of the invention, the towing assembly may include a fluid-actuated brake coupler coupling the winch device to the brake. The fluid-actuated brake coupler may be configured such that when a force greater than a predetermined brake release force is applied to the fluid-actuated brake coupler by the winch device, the fluid-actuated brake coupler is sufficiently pressurized to release the brake from the rail. For example, actuating the winch line in either one of a first direction and a second direction may create a tensile force that is used to compress hydraulic or pneumatic fluid in the cylinder, which pressurization may be used to overcome the resilient biasing device.

[0025] In further embodiments of the present invention, the directional filtering device may comprise an electrically actuated element, or the directional filtering device may be compatible with an electrically actuated brake.

[0026] In one or more embodiments of the invention, the brake mechanism may further comprise a fluid actuated brake coupler operatively coupling the attachment to the brake. The attachment may be coupleable to a winch device operable to apply a force to the fluid actuated brake coupler such that when a force greater than a predetermined brake release force is applied to the fluid actuated brake coupler by the winch device, the fluid actuated brake coupler is sufficiently pressurized to release the brake from the rail. The fluid actuated brake coupler may also comprise a fluid and brake release valve operable to allow pressurized fluid to act against a resilient bias to release the brake from the rail.

[0027] The fluid actuated brake coupler may further comprise a release valve operable between a closed configuration in which fluid pressurization is maintained and an open configuration in which fluid pressurization is reduced such that the resilient biasing device returns the brake to locking engagement with the rail. Optionally, the release valve may comprise a controller in which the open configuration may be the default and active control by a user is required to maintain the release valve in the closed configuration.

[0028] According to a second aspect of the present invention, there is provided a brake mechanism for a rail chassis for a ship-mounted rail system, comprising: a brake unit including a brake and a resilient biasing device for biasing the brake toward a position of locking engagement that brakes the rail chassis; an attachment for operably coupling the winch device to the brake; A brake mechanism is provided that includes a fluid operated brake coupler that operably couples an attachment to the brake and includes a fluid and brake release valve operable to allow pressurized fluid to act against a resilient biasing element to release the brake, whereby when sufficient force is applied to the fluid operated brake coupler by a winch device, the fluid operated brake coupler is sufficiently pressurized to release the brake so that the rail chassis can be transported.

[0029] The features and advantages of the first aspect of the invention and its embodiments apply mutatis mutandis to the second aspect of the invention and its embodiments.

[0030] The brake mechanism may be configured such that operation of a winch device providing a force to the fluid operated brake coupler greater than a predetermined brake release force required to overcome the resilient biasing member sufficiently pressurizes the fluid operated brake coupler such that, upon operation of the brake release valve, the pressurized fluid acting against the resilient biasing member releases the brakes thereby allowing the rail chassis to be transported.

[0031] The fluid actuated brake coupler may further comprise a release valve operable between a closed configuration in which fluid pressurization is maintained and an open configuration in which fluid pressurization is reduced such that the resilient biasing device returns the brake toward the locked engagement position. Optionally, the release valve may comprise a controller in which the open configuration may be the default and active control by a user is required to maintain the release valve in the closed configuration.

[0032] According to a third aspect of the present invention there is provided a lifting mechanism for a rail chassis for a ship mounted rail system comprising a lifting unit coupleable to the rail for movement along the rail together with the rail chassis, the lifting unit including a lifting actuator movable between a first configuration and a second configuration, movement of the lifting actuator from the first configuration to the second configuration moves the rail chassis from a rest position to a raised position relative to the rail, whereby the rail chassis may be transported along the rail in the raised position.

[0033] In order for the rail chassis to rest stably on the rail when it is in a stationary state, it may be preferable for the wheels to be deployed only when the rail chassis is moved and for the rail chassis to rest on solid formations equivalent to the legs when it is in a stationary state, which reduces the stress and wear to which the wheels are exposed.

[0034] The lifting mechanism provides a means for lifting the rail chassis from the rail, i.e., from a stationary position, to a raised position where it can be transported along the rail.

[0035] In an embodiment of the invention, the lifting mechanism further comprises a friction formation capable of grippingly engaging with the rail when the lifting actuator is in the first configuration, in other words, when the rail chassis is placed directly on the rail, the friction formation engages with the gripping rail to further improve stability of the rail chassis on the rail.

[0036] The friction formation may comprise at least one gripping pad movable within the friction formation, and the friction formation may further comprise a biasing formation engageable with the at least one gripping pad and configured such that, in use, a downward force on the friction formation is transferred from the biasing formation to the at least one gripping pad in more than one direction, whereby the rail is gripped by the friction formation.

[0037] Thus, the weight of the rail chassis and its cargo acting downward through the friction formation against the rail urges the gripping formation in more than one direction. For example, the gripping formation may be urged not only downward but also sideways against the rail so that the rail is gripped rather than simply resting on it.

[0038] In an embodiment of the invention, the lifting unit may be mounted on a wheel assembly that includes wheels rotatably engageable with the rail. In such an embodiment of the invention, the lifting unit may be configured to move the rail chassis relative to the wheels, and thus, relative to the rail, from a stationary position to a raised position. In other words, the lifting unit may be considered to deploy the wheels from the rail chassis to lift the rail chassis to the raised position.

[0039] In some such embodiments of the invention, the lifting actuator may comprise a lever and a pin. The lever may be coupled to the lifting attachment and may be rotatable about a lever axis positioned at a fixed height relative to the rail chassis, while the pin may extend from the lever parallel to but spaced from the lever axis. Movement of the pin as the lifting actuator moves from a first configuration to a second configuration drives the wheels towards the rail and away from the rail chassis, thereby moving the rail chassis to a raised position.

[0040] The lifting unit may further comprise a restraining assembly engageable with the rail and configured to restrain lateral and / or upward movement of the rail chassis relative to the rail. The restraining assembly may comprise one or more restraints or pads engageable against a surface of the rail to prevent the rail chassis from sliding off or lifting off the rail.

[0041] In an embodiment of the invention, the lifting unit further comprises a lifting attachment for attaching the towing assembly to the lifting actuator, such that sufficient actuation of the towing assembly causes the towing assembly to move the lifting actuator from the first configuration to the second configuration, thereby enabling the rail chassis to be transported along the rail in a raised position.

[0042] In some embodiments of the invention, the lifting mechanism may be configured such that actuation of the traction assembly providing a force greater than a predetermined lifting force required to raise the rail chassis moves the lifting actuator from the first configuration to the second configuration.

[0043] Thus, to lift the rail chassis and thereby enable it to be transported along the rail, a traction assembly attached to a lifting actuator via a lifting attachment must operate to provide a force to overcome the weight of the rail chassis and its cargo, once that force exceeds a predetermined lifting force, the lifting actuator moves from a first configuration to a second configuration, thereby lifting the rail chassis.

[0044] Once the rail chassis is in the raised position, further actuation of the traction assembly will cause the rail chassis to be pulled in either direction along the rail with the traction assembly acting on the lifting mechanism.

[0045] In an embodiment of the invention, the lifting mechanism further comprises a towing assembly, the towing assembly including a directional filtering device. The directional control device is coupleable to a winch device, the winch device operable to apply a force to the directional filtering device in a first direction substantially parallel to the rail or in a second direction substantially parallel to the rail and substantially opposite to the first direction.

[0046] A force may be applied to the towing assembly by the winch device in one of two opposing directions, however, in some embodiments of the invention, a force must be applied to the lifting actuator in only one direction to overcome the weight of the rail chassis and its cargo in order to move the lifting actuator from the first configuration to the second configuration before the rail chassis is towed.

[0047] To overcome this challenge, the directional filtering device can be configured to operably couple the winch device to the lifting actuator such that operation of the winch device applying a force to the directional filtering device in either a first direction or a second direction can actuate the lifting actuator between a first configuration and a second configuration, thereby causing the traction assembly to move the rail chassis to a raised position.

[0048] The directional filtering device may comprise an assembly of pulleys and / or sheaves that directs the towing line connecting the winch line to the lifting actuator so that while the winch line can be operated in either direction, the towing line acts on the lifting actuator in only one direction.

[0049] In an embodiment of the invention, the rail chassis is securely engageable with the base when the rail chassis is in the rest position, and the lifting mechanism may be configured such that the rail chassis is disengaged from the base when the rail chassis is in the raised position, thereby allowing the rail chassis to move freely relative to the base.

[0050] In particular with regard to situations where the rail chassis is used to carry a wind-assisted marine propulsion device such as a rotor sail, the rail chassis may spend a large portion of its time in one or more operating and / or stowed positions on the vessel. In these operating or stowed positions, it may be preferable for the rail chassis to rest on a dedicated base rather than on rails. For example, a base may improve the degree to which the wind-assisted marine propulsion device can be driven or maintained. A base may also hold the rail chassis more stably and securely than a rail, even with a robust braking mechanism.

[0051] In some embodiments of the invention, the lifting mechanism may be separable from the rail chassis. For example, the lifting mechanism may comprise a trolley or frame that may securely hold the rail chassis. In such embodiments, the lifting mechanism may be used to lower the rail chassis into engagement with a base. The rail chassis may be secured to the base, after which the lifting mechanism may be detached from the rail chassis and thus movable along the rail independent of the rail chassis. Thus, the lifting mechanism may be used to steer multiple rail chassis along the rail, although only one at a time.

[0052] In other embodiments of the present invention, the lifting mechanism may be integral to the rail chassis.

[0053] According to a fourth aspect of the present invention, there is provided a deployment mechanism for a rail chassis for a ship-mounted rail system, comprising: a lifting unit coupleable to the rail for movement along the rail with the rail chassis, the lifting unit including a lifting actuator movable between a first configuration and a second configuration, movement of the lifting actuator from the first configuration to the second configuration moves the rail chassis from a rest position to a raised position relative to the rail; a brake unit coupleable to the rail for movement along the rail with the rail chassis, the brake unit including a brake and a resilient biasing device biasing the brake toward locking engagement with the rail; A deployment mechanism is provided that includes a towing assembly operably coupleable to the brake, such that sufficient actuation of the towing assembly releases the brake from the rail such that the rail chassis can be carried along the rail in a raised position by the towing assembly.

[0054] The deployment mechanism essentially comprises both a brake unit according to an embodiment of the first aspect of the invention, a lifting unit according to an embodiment of the third aspect of the invention, and a towing assembly for actuating the brakes and for towing the rail chassis along the rail.

[0055] The features and advantages of the first and third aspects of the invention and their embodiments apply mutatis mutandis to the fourth aspect of the invention and its embodiments.

[0056] In an embodiment of the invention, the towing assembly includes a directional filtering device. The directional filtering device may be coupleable to a winch device, the winch device operable to apply a force to the directional filtering device in a first direction substantially parallel to the rail or in a second direction substantially parallel to the rail and substantially opposite to the first direction. Further, the directional filtering device may be configured to operably couple the winch device to the brake such that operation of the winch device to apply a force to the directional filtering device in either the first direction or the second direction may release the brake, thereby allowing the rail chassis to be transported along the rail in a raised position by the towing assembly.

[0057] The towing assembly may additionally be couplable to a lifting actuator, such that sufficient actuation of the towing assembly may move the lifting actuator from the first configuration to the second configuration.

[0058] Thus, the towing assembly may lift the rail chassis from a resting position to a raised position, release the brakes and tow the rail chassis.

[0059] In an embodiment of the invention, the deployment mechanism may be configured such that actuation of the traction assembly providing a force greater than the predetermined brake release force required to overcome the resilient biasing member may release the brake from the rail. Further actuation of the traction assembly providing a force greater than the predetermined lifting force required to raise the rail chassis may move the lift actuator from the first configuration to the second configuration. The predetermined brake release force may be greater than the predetermined lifting force, thereby releasing the brake from the rail when the rail chassis is in the raised position.

[0060] This prevents the rail chassis from being able to move along the rail while it is still in a stationary position, which in turn prevents excessive wear of features such as friction formations caused by the rail chassis moving along the rail while still resting on the rail.

[0061] A predetermined brake release force greater than the predetermined lift force also ensures that the rail chassis is always in a stable, fully raised position before the brake is released, allowing the rail chassis to advance along the rail. This can be particularly beneficial when the rail chassis is movable along a pair of rails, for example, as it prevents a situation where the rail chassis is fully raised and movable relative to one rail, but not yet fully raised and movable relative to the other rail. Such an imbalance can cause unpredictable loading of certain components within the deployment mechanism, which can lead to increased wear or even catastrophic failure.

[0062] A predetermined brake release force greater than the predetermined lifting force also has the adverse effect that the brakes always lockingly engage the rail before the rail chassis is lowered from the raised position to the rest position, for example, whether the force applied to the deployment mechanism via the towing assembly is intentionally reduced by the user of the rail system or reduced by a failure of the towing assembly or winch equipment.

[0063] The initial braking of the rail chassis prevents any momentum from being present as the rail chassis descends and one or more friction formations re-grapple the rail, which, if any momentum is present, may cause the rotor sail or similar wind assisted ship propulsion device to pivot about the friction formations, which may also cause unpredictable loading of certain components, which may increase wear or lead to failure.

[0064] In an embodiment of the invention, the towing assembly includes a brake coupler coupling the winch device to a brake and a lifting coupler coupling the winch device to a lifting actuator, The towing assembly may be configured such that an initial displacement of the winch device moves the lifting actuator from a first configuration to a second configuration, and further displacement of the winch device causes the brake to release.

[0065] In such an embodiment of the invention, the brakes can be released from the rail only when the rail chassis is in the raised position, preventing the rail chassis from being able to move along the rail while still in the rest position, and furthermore, the brakes always lockingly engage the rail before the rail chassis is lowered from the raised position to the rest position.

[0066] In an embodiment of the invention, the deployment mechanism may be hydraulically or pneumatically operable. The towing assembly may include a fluid-actuated brake coupler coupling the winch device to the brake. When a force greater than a predetermined brake release force is applied to the fluid-actuated brake coupler by the winch device, the fluid-actuated brake coupler may be sufficiently pressurized to release the brake from the rail.

[0067] In one or more embodiments of the invention, the deployment mechanism may further comprise a fluid-actuated brake coupler operatively coupling the towing assembly to the brake. The towing assembly may be coupleable to a winch device operable to apply a force to the fluid-actuated brake coupler such that when a force greater than a predetermined brake release force is applied to the fluid-actuated brake coupler by the winch device, the fluid-actuated brake coupler is sufficiently pressurized to release the brake from the rail. The fluid-actuated brake coupler also comprises a fluid and brake release valve operable to allow pressurized fluid to act against a resilient bias to release the brake from the rail.

[0068] The fluid operated brake coupler further comprises a release valve operable between a closed configuration in which fluid pressurization is maintained and an open configuration in which fluid pressurization is reduced so that the resilient biasing device returns the brake to locking engagement with the rail. Optionally, the release valve comprises a controller in which the open configuration is the default and active control by a user is required to maintain the release valve in the closed configuration.

[0069] Alternatively, the lift actuator may be fluid actuated to move between the first and second configurations.

[0070] The lift actuator may be operable independently of the fluid-operated brake coupler, for example, the lift actuator may be actuated by a manual or electric hydraulic / pneumatic pump, which may optionally be battery powered.

[0071] However, the lift actuator may also be configured to automatically release pressure when pressure in the fluid-actuated brake coupler is below a predetermined release threshold. For example, the tow assembly may include a pilot line that couples the fluid-actuated brake coupler to the lift actuator through a release valve. The release valve may be configured to automatically open when pressure in the fluid-actuated brake coupler is below a predetermined release threshold.

[0072] Thus, if a failure of the winch device or fluid-operated brake coupler causes a reduction in hydraulic or pneumatic pressure that results in brakes being applied to the rail, the lift actuator may also move from the second configuration to the first configuration (if not already in the first configuration) and thus the rail chassis may also lower to a rest position if a failure causes brakes to be applied.

[0073] In hydraulically operable embodiments of the invention, the deployment mechanism may further comprise a hydraulic accumulator coupled to the lifting actuator and configured to hydraulically bias the lifting actuator towards the first configuration or the second configuration.

[0074] The hydraulic accumulator may automatically pressurize the lifting actuator towards the first configuration. The hydraulic accumulator thus assists gravity in biasing the rail chassis towards the rest position. This may be beneficial when friction present in the lifting unit is high enough that the effect of gravity does not sufficiently bias the lifting actuator towards the first configuration, and in the absence of the hydraulic accumulator there may be a risk of the rail chassis getting stuck in the raised position.

[0075] However, the hydraulic accumulator may only pressurize the lift actuator to a predetermined reference level that is lower than the pressure that, even in combination with the effect of gravity, may be provided to move the lift actuator from the first configuration to the second configuration, and therefore the hydraulic accumulator does not reduce the ability to lift the rail chassis.

[0076] Alternatively, the hydraulic accumulator may automatically pressurize the lift actuator to urge it toward the second configuration, thereby requiring less energy and time to raise the rail chassis, and may otherwise function similarly as compared to the hydraulic accumulator urging the lift actuator toward the first configuration.

[0077] In an embodiment of the invention, the winch device may comprise a winch line extending substantially parallel to the rail, the winch line being coupleable to the directional filtering device, and the winch device may also comprise a winch for actuating the winch line, thereby applying a force to the directional filtering device in one or either of the first and second directions.

[0078] The winch line may be an endless winch line to which the directional filtering device is coupled. The winch line may also have separate first and second ends each coupled to a directional filtering device.

[0079] Also, the winch may be a capstan-type winch, and the winch apparatus may further include a tensioning mechanism for maintaining tension in the winch line so that the winch line does not slip on the capstan-type winch. For example, the winch line may be looped around a pair of moveable sheaves, each sheave being biased to move in opposite directions, thereby maintaining tension in the winch line.

[0080] The winch device may alternatively comprise a pair of winches, which may be reel-type winches, configured to apply forces to the directional filtering device in a first direction and a second direction.

[0081] In embodiments of the invention, the deployment mechanism may further comprise a wheel assembly, the wheel assembly including a wheel rotatably engageable with the rail.

[0082] Additionally, the wheel assembly may include multiple wheels and / or the deployment mechanism may include multiple wheel assemblies.

[0083] The deployment mechanism may therefore comprise multiple wheels so that the load of the rail chassis can be distributed over several wheels.

[0084] At least one of the wheels can be rotatably engagable with a first rail and at least one other of the wheels can be rotatably engagable with a second rail spaced from the first rail, such that the load of the rail chassis can be distributed across the two rails.

[0085] If the rail chassis is particularly large, for example extending across most of the width of a ship's deck, there may be more than two rails and the deployment mechanism may include one or more wheels for engaging each rail.

[0086] According to a fifth aspect of the present invention, there is provided a deployment mechanism for a rail chassis for a ship-mounted rail system, comprising: a lifting unit coupleable to the rail for movement along the rail with the rail chassis, the lifting unit including a lifting actuator movable between a first configuration and a second configuration, movement of the lifting actuator from the first configuration to the second configuration moves the rail chassis from a rest position to a raised position relative to the rail; a brake unit including a brake and a resilient biasing device for biasing the brake toward a position of locking engagement that brakes the rail chassis; an attachment for operably coupling the winch device to the brake; A deployment mechanism is provided that includes a fluid operated brake coupler that operably couples the attachment to the brake and includes a fluid and brake release valve operable to allow pressurized fluid to act against a resilient biasing element to release the brake, whereby when sufficient force is applied to the fluid operated brake coupler by a winch device, the fluid operated brake coupler is sufficiently pressurized to release the brake, whereby the rail chassis can be transported along the rail in a raised position by the winch device.

[0087] The features and advantages of the above-mentioned aspects of the invention and their embodiments apply mutatis mutandis to the fifth aspect of the invention and its embodiments.

[0088] The deployment mechanism may be configured such that actuation of a winch device providing a force to the fluid actuated brake coupler greater than a predetermined brake release force required to overcome the resilient biasing member sufficiently pressurizes the fluid actuated brake coupler such that, upon operation of the brake release valve, the pressurized fluid acting against the resilient biasing member releases the brakes thereby allowing the rail chassis to be transported.

[0089] The fluid actuated brake coupler may further comprise a release valve operable between a closed configuration in which fluid pressurization is maintained and an open configuration in which fluid pressurization is reduced such that the resilient biasing device returns the brake to the locked engagement Optionally, the release valve may comprise a controller in which the open configuration may be the default and active control by a user is required to maintain the release valve in the closed configuration.

[0090] According to a sixth aspect of the present invention, there is provided a rail chassis set for a ship-mounted rail system, comprising: a rail chassis for transporting the wind-assisted propulsion device on a deck of a ship; There is provided a rail chassis set comprising a braking mechanism according to an embodiment of the first or second aspect of the invention, a lifting mechanism according to an embodiment of the third aspect of the invention, a combination of a braking mechanism according to an embodiment of the first or second aspect of the invention and a lifting mechanism according to an embodiment of the third aspect of the invention, or a deployment mechanism according to an embodiment of the fourth or fifth aspect of the invention.

[0091] The features and advantages of the above-mentioned aspects of the invention and their embodiments apply mutatis mutandis to the sixth aspect of the invention and its embodiments.

[0092] According to a seventh aspect of the present invention there is provided a rail chassis assembly for a ship-mounted rail system, assembled from a rail chassis set according to an embodiment of the sixth aspect of the present invention.

[0093] The features and advantages of the above-mentioned aspects of the invention and their embodiments apply mutatis mutandis to the seventh aspect of the invention and its embodiments.

[0094] According to an eighth aspect of the present invention, there is provided a ship, comprising: The deck and Deck-mounted rail system; A ship is provided comprising a rail chassis assembly according to an embodiment of the seventh aspect of the present invention.

[0095] The features and advantages of the above-mentioned aspects of the invention and their embodiments apply mutatis mutandis to the eighth aspect of the invention and its embodiments.

[0096] In an embodiment of the invention, the vessel may further comprise a wind assisted propulsion device mounted on the rail chassis. Preferably, the wind assisted propulsion device is a Fretted narrow rotor or a rotor sail.

[0097] The deck mounted rail system includes a track along which the rail chassis of the rail chassis assemblies may be transported.

[0098] In an embodiment of the invention, the ship may further comprise a support structure for supporting the track such that the track is elevated above the deck of the vessel.

[0099] Additionally or alternatively, the ship may further comprise a foundation on the ship's deck for supporting the wind-assisted propulsion device. In such an embodiment of the invention, the rail chassis set may comprise a rail chassis securely engageable with the foundation when the rail chassis is in a rest position, and a lifting mechanism configured such that when the rail chassis is in a raised position, the rail chassis disengages from the foundation and is thereby free to move relative to the foundation in the direction of the rail.

[0100] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. [Brief description of the drawings]

[0101] [Figure 1] 1 is a schematic diagram of a ship-mounted rail system and a rail chassis therefor, the rail chassis being provided with a deployment mechanism according to a fourth aspect of the invention; [Diagram 2] FIG. 2 is a schematic diagram of the deployment mechanism shown in FIG. 1, the deployment mechanism comprising a brake mechanism according to a first aspect of the invention and a lifting mechanism according to a third aspect of the invention. [Diagram 3] FIG. 2 is a schematic diagram of the deployment mechanism shown in FIG. 1, the deployment mechanism comprising a brake mechanism according to a first aspect of the invention and a lifting mechanism according to a third aspect of the invention. [Figure 4] FIG. 3 is a schematic diagram of a lifting unit forming part of the lifting mechanism shown in FIG. 2; [Diagram 5] FIG. 3 is a schematic diagram of a lifting unit forming part of the lifting mechanism shown in FIG. 2; [Figure 6] FIG. 3 is a schematic diagram of a restraint assembly forming part of the lifting mechanism shown in FIG. 2. [Figure 7] FIG. 3 is a schematic diagram of a restraint assembly formation portion of the lifting mechanism shown in FIG. 2. [Figure 8] FIG. 3 is a schematic diagram of the brake mechanism shown in FIG. 2. [Figure 9] FIG. 3 is a further schematic diagram of the deployment mechanism shown in FIG. 2. [Figure 10] FIG. 3 is a further schematic diagram of the deployment mechanism shown in FIG. 2. [Figure 11] FIG. 3 is a further schematic diagram of the deployment mechanism shown in FIG. 2. [Figure 12] FIG. 3 is a further schematic diagram of the deployment mechanism shown in FIG. 2. [Figure 13] FIG. 11 is a schematic diagram of a winch device forming part of a deployment mechanism according to a fourth aspect of the present invention. [Figure 14] FIG. 11 is a schematic diagram of a winch device forming part of a deployment mechanism according to a fourth aspect of the present invention. [Figure 15] FIG. 11 is a schematic diagram of a directional filtering device forming part of a deployment mechanism according to a fourth embodiment of the present invention; [Figure 16]FIG. 13 is a schematic diagram of a deployment mechanism according to a further embodiment of the fourth aspect of the present invention; [Figure 17] FIG. 13 is a schematic diagram of a hydraulic system which may form part of the deployment mechanism according to a further embodiment of the fourth aspect of the present invention. [Figure 18] FIG. 18 is an enlarged view of the hydraulic system shown in FIG. 17. [Figure 19] FIG. 19 is a schematic diagram of an alternative embodiment of the fluid-actuated brake coupler shown in FIGS. 17 and 18. [Figure 20] FIG. 4 is a schematic diagram of a brake mechanism according to a further embodiment of the first aspect of the present invention; [Figure 21] FIG. 4 is a schematic diagram of a brake mechanism according to a further embodiment of the first aspect of the present invention; [Figure 22] FIG. 18 is another enlarged view of the hydraulic system shown in FIG. 17. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0102] The present invention may have application in the field of ship-mounted rail systems for transporting a variety of different types of cargo or marine equipment between different locations on a ship. Furthermore, but not limited to, the present invention may have particular application in the field of ship-mounted rail systems for transporting wind-assisted marine propulsion devices, such as fretted narrow rotors (or "rotor sails"), wingsails, suction vanes, and masts, between different locations on a ship.

[0103] From here on, the invention will be described with respect to its use for carrying rotor sails, however this description does not exclude the use of the invention for carrying other types of wind assisted marine propulsion devices or other types of cargo or marine equipment, and many, if not all, of the advantages of the invention will apply when used to carry other types of wind assisted marine propulsion devices, cargo or marine equipment, particularly those that are of similar size and / or weight to rotor sails.

[0104] In Figure 1 the rail system 2 is mounted on a ship (or vessel) 4. The ship-mounted rail system 2 comprises a rail chassis 6 transportable along a first rail 8 and a second rail 9. The rail chassis 6 carries a fretted narrow rotor or rotor sail 10.

[0105] The rail system facilitates the transportation along the rails of the rotor sail in an upright position, so that the rotor sail can be moved between an operational position, in which the rotor sail provides wind-assisted propulsion to the ship, for example when travelling between docks, and a stowed position, in which the rotor sail is away from the ship or shore-based cranes during loading and unloading operations.

[0106] A rail system offers several advantages over folding or telescoping systems: Firstly, the rail system allows the rotor sail to be moved completely away from the working area, thereby removing the risk of disturbance and damage to the rotor sail.

[0107] The permanent structures within the work area, i.e. the rails, are low to the deck and do not interfere with cargo operations. Furthermore, the rail system does not require substantial modification of the existing deck structure, only the addition of steelwork on the upper deck (with minor reinforcement below).

[0108] The rail system also enables the rotor sail to operate in an optimum position for performance, without compromises necessitated by considerations of the ship's working area or required cargo operations.

[0109] However, unlike land-based rail systems, ship-based rail systems must operate safely despite the roll and pitch of the ship, which change the orientation of the rails relative to the horizontal.

[0110] With further reference to FIG. 1, the rail chassis 6 is provided with a deployment mechanism 40 according to one embodiment of the present invention which is operable to safely transport a rotor sail 10 along the rails 8, 9, as described in more detail below.

[0111] 2, a first side of both the rail chassis 6 and the deployment mechanism 40 interacts with a first rail 8, while in FIG.

[0112] The deployment mechanism 40 includes a brake mechanism 12 according to one embodiment of the present invention and a lift mechanism 42 according to one embodiment of the present invention.

[0113] The brake mechanism 12 includes a brake unit 14 coupled to the first rail 8 so as to be movable with the rail chassis 6 along the rail 8 .

[0114] The lifting mechanism 42 includes a plurality of lifting units 44, each of which is coupled to the rails 8, 9 for movement with the rail chassis 6 along the respective rails 8, 9. More specifically, the lifting mechanism 42 includes a first lifting unit 44a and a second lifting unit 44b coupled to the first rail 8 (shown in FIG. 2), and further includes a third lifting unit 44c and a fourth lifting unit 44d coupled to the second rail 9 (shown in FIG. 3).

[0115] In other embodiments of the invention, the lifting mechanism may comprise any suitable number of lifting units, which may depend, for example, on the size of the rail chassis and associated rotor sail or other cargo / marine equipment to be transported along the rail(s).

[0116] 4 and 5, a lifting unit (specifically lifting unit 44a shown in FIG. 2, although each of the plurality of lifting units 44 has similar features) is mounted on a wheel assembly 50 having a pair of wheels 52 rotatably engaged with the rail 8. The wheel assembly 50 further includes a housing 58 that forms part of the rail chassis 6 (shown in FIGS. 2 and 3) and substantially encloses the wheels 52. The housing 58 includes a pair of friction forming portions 60 and a restraining assembly 82.

[0117] The lifting unit 44a includes a lifting actuator 46 that is movable between a first configuration (shown in FIG. 4) and a second configuration (shown in FIG. 5). In FIG. 4, when the lifting actuator 46 is in the first configuration, the friction formations 60 are engaged with the rail 8 when the housing 58 rests on the rail 8. Thus, when the lifting actuator 46 is in the first configuration, the rail chassis 6 is in a rest position.

[0118] The lift actuator 46 includes a lever 54 and a pin 56. The lever 54 is rotatable about a lever axis 55 that is positioned at a fixed height relative to the housing 58 and thus relative to the rail chassis 6. The pin 56 is positioned eccentrically relative to the lever 54 such that it extends from the lever 54 parallel to but spaced from the lever axis 55. Thus, as the lift actuator 46 moves from the first configuration to the second configuration, the pin 56 moves relative to the housing 58.

[0119] The pins 56 are operatively coupled to the wheels 52 such that when the lift actuator moves from the first configuration to the second configuration, movement of the pins 56 relative to the housing 58 causes the wheels 52 to move relative to the housing 58 toward the rail 8. This movement of the wheels 52 away from the rail chassis 6 causes the rail chassis 6, including the housing 58, to move from a rest position (shown in FIG. 4) to a raised position (shown in FIG. 5).

[0120] The lifting unit 44a further comprises a lifting attachment 48 for attaching a towing assembly (not shown here, but described further below with respect to Figures 9-12) to the lifting actuator 46.

[0121] The towing assembly is operable to move the lifting actuator 46 from the first configuration to the second configuration. However, in this embodiment of the invention, actuation must provide a pulling force that is greater than the predetermined lifting force required to raise the rail chassis 6. When the pulling force of the towing assembly becomes less than the predetermined lifting force, the load applied to the lifting unit 44a by the rail chassis 6 (and the rotor sail 10 it carries) causes the lifting actuator 46 to move back towards the first configuration, thereby lowering the rail chassis 6 to a rest position.

[0122] Thus, the rail chassis 6 can remain in the raised position and be transportable along the rails 8, 9 only if the pulling force of the towing assembly acting on the lifting actuators 46 of each lifting unit 44 is greater than a predetermined lifting force.

[0123] The reduction of the traction assembly's pulling force can be controlled by the user of the rail system 2. The reduction of the traction assembly's pulling force can also be caused, for example, by a failure of the traction assembly, by the pitch or roll of the ship 4, by the action of wind on the rotor sail 10, or by weather conditions that allow the wheels 52 to slide on the rails 8, 9. Thus, the fact that the rail chassis 6 returns to the rest position, whereby the rotor sail 10 is stably resting on the rails 8, 9, whenever the traction assembly's pulling force becomes smaller than a predetermined lifting force, improves the safety of the rail system 2. In the rest position, the friction between the rail chassis 6 and the rails 8, 9 is greater than the friction between the rail chassis 6 and the wheels 52. This higher friction increases the resistance of the rail chassis 6 to sliding along the rails 8, 9 when the pulling force is removed from the traction assembly.

[0124] Friction between the rail chassis 6 and the rails 8, 9 can be further increased by the use of friction formations 60. Referring now to FIG. 6, the friction formations 60 comprise a pair of gripping pads 62 and a bias formation 64. The bias formation 64 comprises a surface inclined with respect to the vertical that engages the gripping pads 62, which are freely movable within the friction formation 60. When the rail chassis 6 is in a rest position that engages the friction formations 60 with the first rail 8, a downward force on the housing 58 caused by the weight of the rail chassis 6 and its cargo (the rotor sail 10 in this embodiment of the invention) is converted into a downward and lateral force applied by the bias formation 64 to the gripping pads 62. This causes the friction formation 60 to grip the rail 8 with a greater force (due to the inclination angle of the surfaces) than the downward force alone, and on two opposite sides simultaneously. As a result of this gripping action, more than twice as much force is required to overcome the friction between the gripping pad 62 and the rail 8 than if the friction formation consisted solely of a flat pad resting on the rail 8. (One or more equivalent friction formations 60 may be engaged with the second rail 9).

[0125] The gripping pads 62 may be made from a material with a high coefficient of friction to provide greater friction against the respective rails 8, 9. However, to improve the conversion of the downward force to a downward and lateral force, the friction formations 60 further include sliding pads 66 mounted to the gripping pads 62. The sliding pads 66 may be made to have a low coefficient of friction so as to slide easily against the inclined bias formations. For example, the sliding pads 66 may be made from stainless steel that slides against Orkot® or may be lubricated with grease.

[0126] In other embodiments of the present invention, friction formation 60 may comprise a single gripping pad that wraps around rail 8, or may comprise more than two gripping pads that engage the rail in multiple locations.

[0127] 7, a restraint assembly 82 is engaged with a first rail 8 (one or more equivalent restraint assemblies 82 may be engaged with a second rail 9). Specifically, the restraint assembly 82 includes a pair of lateral restraints 84 positioned to engage either side of the rail 8, thereby restraining the wheels 52 from moving laterally relative to the rail 8.

[0128] The lateral restraints 84 therefore prevent the wheels 52 from slipping off the rails due to, for example, the pitch or roll of the vessel 4 and / or wind acting against the rotor sail 10 laterally relative to the rails 8 .

[0129] The restraint assembly 82 further includes a vertical restraint 86 that is fixed relative to the vertical position of the associated wheel 52. In other words, the vertical restraint 86 does not move relative to the wheel 52 as the rail chassis 6 moves between the restrained and raised positions. The vertical restraint 86 is positioned to vertically restrain the associated wheel 52 so that the wheel 52 cannot lift off the rail 8.

[0130] The vertical restraint 86 therefore prevents the wheels 52 from lifting off the rails 8 if, for example, the pitch or roll of the vessel 4 and / or wind acting against the rotor sail 10 creates forces that would cause the rotor sail 10 to tilt in the absence of the vertical restraint 86.

[0131] Although in Figures 2 and 3 the lifting mechanism 42 is shown in combination with the brake mechanism 12, the lifting mechanism 42 may be used without the brake mechanism 12. The friction former 60 may be used to brake the rail chassis 6 without a brake mechanism. This is most effective for applications where the load applied to the friction former 60 is low when braking the rail chassis 6. An example of such an application may be where the rail chassis 6 carries a small and light rotor sail 10 or other cargo / ship equipment that is lighter and / or is less exposed to shear forces applied by high winds. Alternatively, where the angle of the ship's heel or pitch is limited to a smaller angle, it may be used for heavier weight rotor sails or cargo to be able to resist the component of the force along the rail without a separate brake mechanism.

[0132] However, the lifting mechanism 42 is adequately protected from dynamic loads when used in combination with a braking mechanism 12 that is operable to secure the rail chassis 6 to the rails 8, 9 while the lifting and lowering actions are taking place. Thus, the greater the loads that can be applied to the lifting mechanism, the more advantageous the braking mechanism 12 (described in more detail below).

[0133] 8, the brake unit 14 (first shown in FIG. 2) includes a plurality of brakes 16 and respective resilient biasing elements 18 that bias the brakes 16 toward locking engagement with the rail 8. More specifically, in this embodiment of the invention, the brakes 16 include a moveable brake pad 24 and a static brake pad 25, while the resilient biasing elements 18 include a pair of springs 26 that bias the moveable brake pad 24 toward the rail 8. Biasing the moveable brake pad 24 toward the rail 8 causes the brake pads 24, 25 to grip the rail 8, thereby causing the brake to achieve locking engagement with the rail.

[0134] In other embodiments of the present invention, the brake unit 14 may include any suitable number of brakes 16 and resilient biasing elements 18. Additionally, each brake 16 may include one, two, or more brake pads, at least one of which may be movable.

[0135] The brake unit 14 further includes a brake actuator 28 .

[0136] 9 and 10, the brake mechanism 12 further includes an attachment 20 for a tow assembly 22, and the brake unit 14 further includes a brake housing 15 which encases the brake 16 and other internal components shown in FIGURE 8. Also, a brake actuator 28 (now shown in greater detail) operably couples the attachment 20 to the brake 16 (shown in FIGURE 8).

[0137] In FIG. 9, the brake actuator 28 is shown in a locked configuration in which the brake 16 is in locking engagement with the rail 8 (as shown in FIG. 8).

[0138] The brake actuator 28 is movable from a locked configuration to an unlocked configuration shown in FIG. 10 in which the brake 16 is released from locking engagement with the rail 8 thereby allowing the brake unit 14 to move along the rail 8.

[0139] In this embodiment of the invention, the brake actuator 28 includes a release lever 90, a first member 91, a second member 92, a third member 93, and a bridge link 94. The bridge link 94 is moveable relative to the brake housing 15 and is operatively coupled to each of the brakes 16. The resilient biasing device 18 not only biases the brakes 16 toward locking engagement with the rail 8, but also biases the bridge link 94 to the position shown in FIG. 9, thus biasing the brake actuator 28 in the locked configuration.

[0140] However, actuation of the traction assembly 22, providing a pulling force greater than the predetermined brake release force required to overcome the resilient biasing device, pulls on the attachment 20 causing the release lever 90 to rotate (clockwise on the page) about the release axis 95. Rotation of the release lever 90 pulls the first member 91 (to the left on the page), which in turn rotates the second member 92 and the third member 93 towards a position where the two members 92, 93 are aligned with one another.

[0141] The second member 92 rotates about a member axis 96 that is fixed relative to the brake housing 15, while the third member 93 rotates about a bridge axis 97 that is fixed relative to the bridge link 94. Thus, rotation of the second member 92 and the third member 93 towards a position in which the two members 92, 93 are aligned with one another causes the bridge link 94 to move relative to the brake housing 15 against the bias provided by the resilient biasing device 18.

[0142] In other words, in this embodiment of the invention, actuation of the traction assembly 22 providing a pulling force greater than the predetermined brake release force required to overcome the resilient biasing member moves the brake actuator 28 from the locked configuration shown in FIG. 9 to the unlocked configuration shown in FIG. 10, thereby releasing the brake 16 from its locking engagement with the rail 8, thereby allowing the brake unit 14 to move along the rail 8.

[0143] 2 and 3 in particular show the brake mechanism 12 in combination with the lifting mechanism 42, the brake mechanism 12 may be used without the lifting mechanism 42. For example, a separate brake mechanism 12 may be particularly useful in applications where lifting and lowering of equipment or some other deployment is not required.

[0144] However, as will be described in more detail below, the brake mechanism 12 is particularly advantageous when combined with a lifting mechanism 24, and more specifically in rotor sail 10 applications.

[0145] 11 and 12, the deployment mechanism 40 includes the retraction assembly 22.

[0146] The towing assembly 22 includes a towing line 32, a lifting axle 70, a lifting pulley 72, and a lifting line 74. The towing line 32 has a first end 34 and a second end 35. The first end 34 is operably coupled to the attachment 20 and the brake 16 via the brake actuator 28, and the second end 35 is actuatable by a user of the rail system 2. The towing line 32 is engaged with the lifting pulley 72 between the first end 34 and the second end 35.

[0147] The lifting pulley 72 is rotatable about a lifting axle 70 which is itself movable between a first position (shown in FIG. 11) and a second position (shown in FIG. 12) while a lifting line 74 connects the lifting axle 70 to the lifting actuator 46 of each lifting unit 44.

[0148] The towing assembly 22 further comprises a directional filtering device 30 with which the towing line 32 is engageable between its first end 34 and second end 35, more specifically between a lifting pulley 72 and the second end 35. The directional filtering device 30 is configured such that the second end 35 is actuated by a user of the rail-system 2 in any direction substantially parallel to the rails 8, 9 such that the resulting pulling force of the towing line 32 applies a force to both the lifting axle 70 and the attachment 20.

[0149] In this embodiment of the invention, the directional filtering device 30 includes a first directional pulley 36 and a second directional pulley 37. When the traction line 32 is pulled in a first direction through the directional filtering device 30 (to the right on the page as shown in Figs. 11 and 12), a force can be applied to the lifting pulley 72 in the same direction that the traction line 32 is threaded through the directional pulleys 36, 37 and the second end 35 is pulled. However, when the traction line 32 is pulled in the opposite second direction through the filtering device 30 (to the left on the page, not shown), the traction line 32 wraps around the second directional pulley 37 and the second end 35 is pulled in the opposite direction, but the force on the lifting pulley 72 acts in the same direction as in the previous case (the direction required to operate the lifting axle 70).

[0150] It will be appreciated that in other embodiments of the invention, the brake mechanism 12 or the lifting mechanism 42 may independently comprise a tow assembly having features equivalent to those described for the tow assembly shown in Figures 11 and 12. Thus, the features of the tow assembly 22 described herein are applicable to the brake mechanism according to the first aspect of the invention or to the lifting mechanism according to the third aspect of the invention, which are applicable to the deployment mechanism 40.

[0151] However, when the towing assembly 22 forms part of the deployment mechanism 40 (including the lifting mechanism 42 and the braking mechanism 12), the user has access to its full range of functionality.

[0152] The full functionality of the deployment mechanism 40 is described below with respect to how a user may use the deployment mechanism 40 to operate the rail system 2.

[0153] First, consider the situation where no tension is applied to the tow line 32 by the user of the rail system. In other words, it is intended that the rail chassis 6 and the rotor sail 10 rest on the rails 8, 9 in a stationary state.

[0154] When no tension is applied to the towing line 32, the resilient biasing members 18 of the brake units 14 bias the brakes 16 towards a locked engagement with the first rail 8 and the brake actuators 28 are in a locked configuration (as shown in Figures 8 and 9). Furthermore, the load of the rotor sail 10 and the rail chassis 6 acting on the wheel assemblies 50 biases the lifting actuators 46 of each lifting unit 44 to the first configuration (as shown in Figure 4), which results in the rail chassis being in a rest position. In other words, the rail chassis 6 and the rotor sail 10 rest on the rails 8, 9 via the friction forming parts 60.

[0155] In this condition, the rail chassis 6 and rotor 10 are stable and secured, especially when friction formations such as friction formation 60 shown in Figure 6 are used to grip the rails 8, 9. This stable condition is the default position and is therefore a reliable condition that does not need to be monitored.

[0156] As described above with respect to Figures 4 and 5, to lift the rail chassis 6 to the raised position, the traction line 32 must be actuated to provide a pulling force greater than the predetermined lifting force required to raise the rail chassis 6. Similarly, as described above with respect to Figures 9 and 10, to release the brake 16 from the first rail 8, the traction line 32 must be actuated to provide a pulling force greater than the predetermined brake release force required to overcome the resilient biasing device.

[0157] In an embodiment of the invention, such as when the brake mechanism 12 and lifting mechanism 42 each form part of the deployment mechanism 40, the resilient biasing device 18 is configured such that a predetermined brake release force required to overcome the resilient biasing device is greater than a predetermined lifting force required to raise the rail chassis 6 to the raised position.

[0158] With this in mind, when a user of the rail system 2 intends to move the rail chassis 6 in either direction along the rails 8, 9, the user may actuate the second end 35 of the traction line 32 in that direction. Starting from the default stable configuration shown in FIG. 11 (with the rail chassis 6 in a stationary position and the brake 16 in locking engagement with the first rail 8), user actuation of the second end 35 may gradually increase tension in the traction line 32.

[0159] An increase in tension in the tow line 32 applies a force to both the lifting pulley 72 with which the tow line 32 engages and the attachment 20 to which the first end 34 is secured. However, actuation of the lifting axle 70 from the first position to the second position and actuation of the brake actuator from the locked configuration to the unlocked configuration can only occur if the tension in the tow line 32 exceeds a predetermined lifting force and brake release force, respectively.

[0160] More specifically, once the tension in the tow line 32 is greater than a predetermined lifting force (but not yet greater than a predetermined brake release force), the rail chassis 6 is lifted to the raised position, but the brakes 16 have not yet relaxed sufficiently to allow movement. In other words, the rail chassis 6 is lifted off the rails 8, 9, but is not yet transportable along the rails 8, 9.

[0161] Since the rail chassis 6 remains stationary at this stage of the user's operation of the rail system, any change in conditions, such as the pitch or roll of the vessel or the wind acting on the rotor sail 10, cannot move the rail chassis 6 and therefore cannot unintentionally reduce the tension in the towing line 32, thereby lowering the rail chassis to the stationary position. In other words, at this stage of the user's operation of the rail system, the tension in the towing line 32 is only reduced if the user intends to reduce the tension in order to lower the rail chassis 6 to the stationary position.

[0162] This prevents the rail chassis 6 from moving in a "bunny hopping" motion along the rails 8, 9 due to ship movement or high winds while a user is trying to move the rail chassis 6 from one position to another, prevents high dynamic contact loads being transferred through the friction formations 60 to the rails 8, 9, causing damage to the friction formations 60 and / or the rails 8, 9, and also prevents excessive and unnecessary wear on the lifting mechanism 42 from repeated unintentional lowering and raising of the rail chassis 6.

[0163] The fact that the rail chassis 6 is always stationary before being lowered also increases the precision with which the rail chassis 6 can be positioned along the rails. This is particularly beneficial when accurately positioning the rail chassis 6 on a foundation configured to hold the rail chassis 6 and the rotor sail 10 when the rotor sail 10 is in motion. Such a foundation can beneficially provide a stronger load path than the rails 8, 9 can provide, and the foundation can also allow the rail chassis to be restrained against greater forces in all directions, including parallel to the rails where friction alone may not be sufficient.

[0164] With the rail chassis 6 in the raised position, only when the user continues to increase the tension in the towing line 32 so that the tension exceeds the predetermined brake release force (as well as the predetermined lifting force) is the brake 16 sufficiently released to allow movement of the rail chassis 6 along the rails 8, 9.

[0165] The rail chassis 6 is then both in the raised position and also freely transportable along the rails 8, 9. To transport the rail chassis 6, the user simply continues to actuate the second end 35 of the traction line 32, thereby keeping the tension in the traction line 32 above the predetermined brake release force. When the tension in the traction line 32 becomes greater than the predetermined brake release force, the traction line applies a force to the directional filtering device 30 in a direction that actuates the second end 35, causing the rail chassis 6 to roll in that direction along the rails 8, 9.

[0166] Thus, by simply providing sufficient pulling force to the towing line through actuating the second end 35 of the towing line 32 in any direction substantially parallel to the rails 8, 9, a user of the rail system 2 can (a) lift the rail chassis 6, (b) release the brake 16, and (c) move the rail chassis 6 along the rails 8, 9 in a controlled manner.

[0167] The brake 16 may further be configured such that some braking force is always applied, even if the tension in the tow line 32 completely exceeds the predetermined brake release force, thereby allowing the rail chassis 6 to move along the rails 8, 9. This prevents the rail chassis 6 from rolling along the rails due to, for example, any pitch or roll of the ship.

[0168] Once the rail chassis 6 is in the desired location, the user can simply stop actuating the tow line 32 and the rail chassis will stop as the pulling force decreases, causing the brake 16 to re-apply into locking engagement with the first rail 8. To lower the rail chassis 6 back to a resting position, the user simply actuates the second end 35 in a direction opposite to the direction the rail chassis 6 was transported, such that the pulling force on the tow line 32 becomes less than the predetermined lifting force.

[0169] However, it is important to realize that the tension in the towing line 32 can only be increased beyond a predetermined brake release force once the lifting axle 70 has reached a second position, at which point the lifting axle 70 is unable to move any further. In other words, releasing the brake can only be possible once the rail chassis 6 is in the raised position.

[0170] In essence, because the predetermined brake release force is greater than the predetermined lift force, releasing the brake 16 decouples it from the lift of the rail chassis 6, even though at first glance the brake 16 is operated by a single actuation of the same tow line 32. This provides several advantages.

[0171] First, the rail chassis 6 is always in a stable, fully raised position before the brake 16 is released to allow progression of the rail chassis 6 along the rails 8, 9. This prevents, for example, a situation where the rail chassis 6 is fully raised and movable relative to one of the rails 8, 9, but not yet fully raised and movable relative to the other rail. Such an imbalance can cause unpredictable loading of certain components within the deployment mechanism 40, which can lead to increased wear or even catastrophic failure.

[0172] Similarly, the brake 16 always locks into engagement with the first rail 8 before the rail chassis 6 is lowered. This is true whether, for example, tension in the towing line 32 is intentionally reduced by the rail system user or by a failure in the towing assembly. The initial braking of the rail chassis 6 prevents any inertia from being present as the rail chassis 6 is lowered and the friction formations 60 grip the rails 8, 9. If any inertia were present, the rotor sail could pivot about the friction formations, which could also cause unpredictable loading of certain components, which could increase wear or lead to failure.

[0173] The traction assembly 22 may be actuated using any suitable system for applying the pulling force necessary to overcome the predetermined lifting and brake release forces.

[0174] However, in the embodiment of the invention shown in the figures, and particularly in Figures 11 and 12, a winch line 38 is used.

[0175] The winch line 38 forms part of a winch arrangement 39 shown in Figures 13 and 14. The winch arrangement 39 further comprises a suitable pair of fixed sheaves 43 between which the winch line 38 extends, and a capstan-type winch 41 suitable for actuating the winch line 38 in either direction between the pair of fixed sheaves 43. The pair of fixed sheaves 43 are positioned at either end of the rails 8, 9 such that the winch line 38 extends substantially parallel along the rails 8, 9.

[0176] The winch apparatus 39 further includes a tensioning mechanism 45 for maintaining an unloaded portion of the winch line 38 in tension to prevent the winch line 38 from slipping on the capstan winch 41. In this embodiment of the invention, the tensioning mechanism 45 includes a pair of biasing sheaves 47 that are each biased away from the capstan winch 41.

[0177] The force required to overcome the bias of the biasing sheave 47 is configured to be less than a predetermined lifting force so that the bias of the biasing sheave 47 does not interfere with the operation of the brake unit 14 or the lifting unit 44.

[0178] Known rail systems include motorized rail chassis. However, these known rail systems are used for relatively small rotor sails, for example only 2 m in diameter and 18 m in height. For larger rotor sails, for example 5 m in diameter and 35 m in height, the motorized rail chassis requires either very large batteries or very large diameter electric cables to provide the power required to operate the rail chassis under the significantly increased loads. Stretching flexible cables carrying high voltages across the entire deck of a ship has safety and reliability implications due to the risk of damaging the cables. Cable reels may also be impractical when the rails extend longer than 30 m, which is required for installation on larger vessels.

[0179] The winch device 39 eliminates the need for batteries or cable reels (electric or hydraulic). The ship's crew is also familiar with winch operation and maintenance and therefore requires minimal additional training to operate the rail system 2. The winch line can also be easily routed along the deck without requiring any major modifications to the deck and in a manner that does not interfere with the deck work areas. Furthermore, in a scenario where a winch fails, a secondary / standby winch can easily be used to operate the rail system 2. The winch line 38 can be easily maintained or replaced by the crew and is also more robust than flexible electric cables.

[0180] The winch line 38 may be a steel wire rope or a fiber rope. In an embodiment of the present invention, a synthetic fiber rope is used due to its strength and safety benefits. In such an embodiment of the present invention, a low stretch synthetic fiber rope may be used because it may increase the stiffness of the system and also improve position control of the rail chassis 6. It is possible to temporarily connect multiple rail chassis 6 to the winch line 38 via a towing assembly on each rail chassis 6 using a gripper (not shown). Alternatively, if only one rail chassis 6 is installed on the rail 8, 9, the winch line 38 may be permanently lapped or connected to the rail chassis 6 via the towing assembly 22.

[0181] In FIG. 15, a directional filtering device 130 is shown, which functions in an equivalent manner to the directional filtering device 30 shown in FIGS.

[0182] However, rather than comprising first and second directional pulleys, directional filtering device 130 comprises a first directional sheave 136, a second directional sheave 137, and a third directional sheave 131. Also, towing line 132 splits into a first end portion 151 and a second end portion 153. First end portion 151 terminates at a second end 135 of towing line 132, while second end portion 153 terminates at a third end 133 of towing line 132 (the first end is coupled to a brake, as shown in FIGS. 11 and 12).

[0183] The second end 135 and the third end 133 are both coupled to a winch line 138 such that a loop is formed from the combination of the first end portion 151 and the second end portion 153 .

[0184] The first end portion 151 engages the first directional filtering sheave 136 while the second end portion engages the second directional filtering sheave 137 and the third directional filtering sheave 131 .

[0185] When the winch line 38 is actuated in a first direction (to the right of the page), the first end portion 151 is pulled and tension is applied to the towing line 132 to operate the lifting actuator 46 and the brake 16. Alternatively, when the winch line 38 is actuated in a second direction (to the left of the page), the second end portion 153 is pulled but tension is also applied to the towing line 132 to operate the lifting actuator 46 and the brake 16. Thus, the winch line 38 can be actuated in either direction along the rails 8, 9 to lift the rail chassis 6 and release the brake 16, thereby allowing the rail chassis 6 to be towed in the respective direction along the rails 8, 9.

[0186] In FIG. 16, deployment mechanism 240 is similar to deployment mechanism 40 shown in FIGS. 9-12, except that deployment mechanism 240 includes a retraction assembly 222 that functions differently than retraction assembly 22 of deployment mechanism 40. As shown in FIG.

[0187] The towing assembly 222 includes a brake coupler 232 and a lifting coupler 234. The brake coupler 232 couples the winch device (specifically, the winch line 38 in this embodiment of the invention) to the brake actuator 28 and, therefore, to the brake 16 (shown in FIG. 8).

[0188] Similarly, a lift coupler 234 couples the winch device to the lift actuator 46 .

[0189] The towing assembly 222 is configured such that an initial displacement of the winch device moves the lifting actuator 46 from the first configuration to the second configuration, and further displacement of the winch device causes the brake 16 to release.

[0190] More specifically, in this embodiment of the invention, the brake coupler 232 comprises a rope that is slack when the lifting actuator 46 is in a first configuration (the rail chassis 6 resting on the rails 8, 9). However, once the lifting coupler 234 is pulled sufficiently by the winch line 38 to move the lifting actuator 46 to the second configuration (whereby the rail chassis is in a raised position), the brake coupler 232 becomes tight. This means that further actuation of the winch line 38 will cause a force to be exerted by the brake coupler 232 on the brake actuator, thereby loosening the brake 16 from the rail 8.

[0191] In other words, the lifting and brake release sequence is controlled by the displacement of the winch line 38, rather than the tension in the towing line 32 of the towing assembly 22 shown in Figures 9-12. An advantage of this embodiment of the invention is that the force required to lift does not need to be less than the force required to release the brake. Thus, for a given amount of lifting work, less travel of the winch line 38 is required, reducing the time it takes to raise and lower the rail chassis 6.

[0192] In other embodiments of the invention, the brake coupler and lift coupler may include means other than ropes (as shown in FIG. 16) for applying forces to the brake actuators and lift actuators, respectively. For example, the brake coupler and lift coupler may include mechanical linkages or hydraulic mechanisms.

[0193] In some embodiments of the invention, the deployment mechanism may comprise a lifting unit and a braking unit, however the lifting unit may be actuated separately from the braking unit, and this actuation may be manually, electrically, pneumatically, and / or hydraulically driven.

[0194] As shown in Figure 17, an embodiment of such a hydraulic deployment mechanism comprises a hydraulic system 365. The hydraulic system comprises a towing assembly 322, a hydraulic lifting assembly 367, and optionally a pilot line 369 coupling the towing assembly 322 to the hydraulic lifting assembly 367. It will be appreciated that a deployment mechanism using pneumatics may comprise a pneumatic control system which may function mutatis mutandis in a similar manner to the hydraulic system 365 described below, except that a compressible fluid is used rather than an incompressible or substantially incompressible fluid, and that the system may be suitably adapted to different fluids.

[0195] The towing assembly 322, more clearly shown in FIG. 18, includes a fluid-operated brake coupler 331 which couples the winch device to the brake actuator 28 of the brake unit 14 (shown in FIGS. 20 and 21).

[0196] In this embodiment of the invention, the winch apparatus comprises a winch line having separate first and second ends 336, 338 rather than an endless winch line such as winch line 38 shown in FIG.

[0197] The fluid operated brake coupler 331 includes a pair of master cylinders 332, each of which includes a respective master piston 333 to which a respective end of a winch line 336, 338 is coupled. In response to actuation of the winch device, one of the first end 336 and the second end 338 actuates the respective master piston 333, thereby causing compression of hydraulic fluid in the respective master cylinder 332.

[0198] Each master cylinder 332 is hydraulically coupled to a brake release cylinder 334 that is configured to exert a force on the brake actuator 28 in proportion to the hydraulic pressure in the brake release cylinder 334. Thus, actuation of the winch device with a force greater than a predetermined brake release force results in a force being exerted on the brake actuator 28 that overcomes the resilient biasing member 18 and releases the brake 16 from the rail 8.

[0199] The fluid-operated brake coupler 331 further includes a hydraulic accumulator 375 coupled to each master cylinder 332. The hydraulic accumulator 375 is configured to increase pressure acting against the respective master piston 333 to assist the respective winch device in moving the master piston 333 and brake release occurs. In other words, the hydraulic accumulator 375 pre-pressurizes the master cylinder 332 such that less work must be performed by the winch device to exert a brake release force. The hydraulic accumulator 375 therefore reduces the response time involved in releasing the brakes 16.

[0200] However, the hydraulic accumulators 375 only increase the pressure on each master piston 333 to a predetermined base level that is lower than the pressure that would be required to overcome brake release alone. Thus, once tension in the winch line is removed, the force applied to the brakes 16 by the resilient biasing elements 18 is sufficient to overcome the pressure still acting on the master pistons 333, thereby restoring the brakes by default.

[0201] The fluid operated brake coupler 331 also includes a safety release valve 337 and a fluid reservoir 374. The safety release valve 337 is configured to release hydraulic fluid to the fluid reservoir 374 in the event of an unsafe level of pressure building up within the fluid operated brake coupler 331 between the master piston 333 and the brake release cylinder 334.

[0202] The hydraulic nature of the fluid-actuated brake coupler 331 has the advantages of reduced internal friction, size, and weight compared to deployment mechanisms that use mechanical lever and pulley combinations.

[0203] 19 illustrates an alternative embodiment of a fluid operated brake coupler 431. The fluid operated brake coupler 431 operably couples the attachment 422 to a brake (not shown) via the brake actuator 28, and the attachment 420 is suitable for operably coupling a winch device to the brake.

[0204] The fluid operated brake coupler 431 comprises a fluid, in this example specifically hydraulic fluid, and a brake release valve 437 operable to allow the pressurized hydraulic fluid to act against the resilient biasing element 18 to release the brake 16 from the rail 8 (as shown in FIG. 8 ). When sufficient force is applied to the fluid operated brake coupler 431 by a winch device, the fluid operated brake coupler 431 is sufficiently pressurized to release the brake 16. More specifically, operation of a winch device providing a force to the fluid operated brake coupler 431 that is greater than a predetermined brake release force required to overcome the resilient biasing element 18, upon operation of the brake release valve 437, sufficiently pressurizes the fluid operated brake coupler 431 such that pressurized hydraulic fluid acting against the resilient biasing element 18 releases the brake 16.

[0205] In this embodiment, the brake 16 can engage and disengage from the rail 8, for example as in the embodiment shown in Figure 8. However, the brake unit 14 shown in Figure 8 can be modified such that the brake 16 can engage and disengage from one or more wheels and still provide the required braking / brake release action. It will be appreciated that the necessary modifications are well within the capabilities of one skilled in the art.

[0206] In this embodiment, the fluid-operated brake coupler 431 comprises a pair of master cylinders 432, each of which comprises a respective master piston 433 to which a respective end of a winch line (not shown) may be coupled via an attachment 420. The fluid-operated brake coupler 431 further comprises a hydraulic accumulator 475 coupled to each master cylinder 432 via two paths. A first directional valve 436 is configured to allow hydraulic fluid to proceed only from the respective master cylinder 432 to the hydraulic accumulator 475 along the first path to "fill" the hydraulic accumulator 475, while a second directional valve 438 is configured to allow hydraulic fluid to proceed only from the hydraulic accumulator 475 to the respective master cylinder 432 along the second path. In other words, the first directional valve 436 and the second directional valve 438 ensure that hydraulic fluid can proceed only in one direction along each path.

[0207] The brake release valve 437 is positioned between the hydraulic accumulator 475 and the brake release cylinder 434 and is configured to exert a force on the brake actuator 28 proportional to the hydraulic pressure in the brake release cylinder 434. When the brake release valve 437 is closed, hydraulic fluid is prevented from traveling from the hydraulic accumulator 475 to the brake release cylinder 434. However, hydraulic fluid can flow to the brake release cylinder 434 when the brake release valve is opened, thereby allowing the pressurized fluid stored in the hydraulic accumulator 475 to exert a force on the brake actuator 28 to release the brakes 16.

[0208] If the hydraulic accumulator 475 is fully charged before opening the brake release valve 437, the hydraulic fluid released into the brake release cylinder is sufficiently pressurized to exert a force on the brake 16, which is opposite to the force exerted by the elastic biasing member 18, and is large enough to release the brake 16, so that the rail chassis 6 can be transported along the rail 8. "Fully charged" may correspond to a predetermined pressure in the hydraulic accumulator 475 before the brake release valve 437 is opened. The hydraulic accumulator 475 may be equipped with a pressure sensor (not shown) to measure the internal pressure and / or a pressure indicator to indicate the internal pressure and / or to indicate that a predetermined pressure corresponding to a full charge has been reached. The user of the rail system can then operate the winch device and the brake release valve accordingly.

[0209] The fluid-operated brake coupler 431 also includes a release valve 439 positioned between each of the hydraulic accumulators and the second directional valves 438. The release valves 439 are operable between a closed configuration and an open configuration. When in the closed configuration, no hydraulic fluid can proceed from the hydraulic accumulator 475 to the master cylinder 432 because the combination of the closed release valve 439 and the first directional valve 436 prevents such proceeding. Thus, pressurization of hydraulic fluid in the hydraulic accumulator 475 may be maintained. However, when the release valve 439 is in the open configuration, hydraulic fluid may proceed from the hydraulic accumulator 475 to the master cylinder 432. This reduces the pressure in the hydraulic accumulator 475, and therefore in the brake release cylinder 434, thereby causing the resilient biasing member 18 to return the brake 16 to a position of locking engagement with the rail 8, or optionally with one or more wheels.

[0210] The brake release valve 437 and the release valve 439 may be manually operated, i.e., by hand, or may be remotely operated, with a user of the rail system operating a controller to send a signal (e.g., a wireless signal) to the brake release valve 437 or the release valve 439 that triggers an automated action (opening or closing either of the valves).

[0211] The release valve 439 may be equipped with a controller that may default to an open configuration and may require active control by a user to maintain the release valve 439 in a closed configuration. That is, the release valve 439 may only remain closed while a button, lever, trigger, or equivalent control device is actively depressed by the user. Thus, when the button / equivalent device is released, the release valve 439 opens and the brake 16 returns to the locked engagement position as the default position, thereby improving the safety of the rail system. In other words, the release valve 439 may be controlled using a "dead man switch", which may be particularly beneficial if the release valve 439 is remotely operated.

[0212] In use, to release the brakes 16 from the locked engaged position, both the brake release valve 437 and the release valve 439 are closed. A user of the rail system may then actuate the winch device to actuate the respective master piston 433 (depending on the direction in which the winch device is actuated), causing pressurization of hydraulic fluid in the respective master cylinder 432. The pressurized hydraulic fluid then flows through the respective first directional valve 436 to the hydraulic accumulator 475, thereby filling the hydraulic accumulator 475 with pressurized hydraulic fluid.

[0213] Once the hydraulic accumulator 475 is fully charged, operation of the winch device may be stopped. The winch device may then be operated slightly in the reverse direction, thereby relieving pressure in the respective master cylinder 432. This allows the user of the rail system to ensure that the directional valve 436 and the release valve 439 are blocking hydraulic fluid from flowing backwards towards the master cylinder 433. It also prevents the winch device from exerting a force on the rail chassis 6, thereby preventing the rail chassis from moving along the rail 8 once the brake 16 has been fully released.

[0214] A user of the rail system may then open the brake release valve 437 to pressurize the brake release cylinder and release the brakes 16 so that the rail chassis 6 can be transported along the rails 8 .

[0215] When the brake 16 is returned to the locked engagement (at which point the rail chassis 6 is in the desired position), the release valve 439 may be opened, allowing hydraulic fluid to flow from the hydraulic accumulator 475 to one or both of the master cylinders 432, thereby reducing the pressure in the hydraulic accumulator 475 and the brake release cylinder 434 such that the force exerted on the brake 16 is no longer sufficient to release the brake 16 against the force exerted by the resilient biasing element 18.

[0216] In other embodiments of the invention, there may be only one master cylinder and respective master piston. In such embodiments, the winch device may be configured such that a brake release actuation only pulls the master piston in one direction, regardless of the direction in which the rail chassis may be towed. For example, a directional filtering device similar to that shown in FIG. 15 may be used.

[0217] In Figure 22, the hydraulic lifting assembly 367 includes a pair of lifting cylinders 370, a lifting pump 372, and a fluid reservoir 374 for storing hydraulic fluid. (In other embodiments of the invention, the hydraulic lifting assembly may include only one lifting cylinder, or more than two lifting cylinders.) The fluid reservoir 374 is hydraulically coupled to the lifting cylinders 370 via the lifting pump 372. The lifting pump 372 is operable to pump hydraulic fluid from the hydraulic reservoir 374 into the lifting cylinders 370 to cause a lifting piston 371 in each lifting cylinder 370 to actuate a lifting actuator 346 forming part of a lifting unit, such as the lifting unit 44a shown in Figures 4 and 5.

[0218] Thus, the lift actuator 346 may be hydraulically actuated from a first configuration to a second configuration that operates the lift pump 372, thereby lifting the rail chassis 6. Thus, the lift actuator 346 may be considered a hydraulic lift actuator.

[0219] The lifting pump 372 may be a manual or electric hydraulic pump, optionally battery powered, so that it can operate with the rail chassis 6 at any position along the rails 8, 9 without the need for cables or hoses.

[0220] It can be used to operate the lifting actuator 46 independently of the tension of the winch line, e.g. an independent winch or screw jack. The lifting unit 44 only has to do a small amount of work compared to a winch when used to tow the rail chassis 6, since it only has to lift the rail chassis 6 upwards a short distance. Thus, the size of the batteries required to power the lift system is small compared to the size of the batteries required to move the rail chassis 6 along the rails 8, 9.

[0221] The hydraulic lift assembly 367 further includes a discharge valve 376 and an orifice 378 hydraulically coupling the lift cylinder 370 to a fluid reservoir 374 in parallel with the lift pump 372. To return the hydraulic lift actuator 346 from the second configuration to the first configuration, thereby lowering the rail chassis 6, the discharge valve 376 may be opened, thereby allowing hydraulic fluid to flow back from the lift cylinder 370 to the fluid reservoir 374. The orifice 378 restricts the flow of hydraulic fluid to control the rate at which the rail chassis may be lowered towards the rest position.

[0222] The hydraulic lifting assembly 367 also includes a hydraulic accumulator 375 coupled to the lifting cylinder 370. The hydraulic accumulator 375 is configured to pressurize the lifting cylinder 370 in a manner that biases the hydraulic lifting actuator 346 toward the first configuration (and thus biases the rail chassis toward a rest position).

[0223] In some embodiments, the hydraulic accumulator 375 may not be necessary since the weight of the rail chassis 6 and its cargo may be sufficient to urge the hydraulic lifting actuator 346 into the first configuration. However, in some cases, friction present within the lifting unit may be high enough that the effect of gravity does not sufficiently urge the hydraulic lifting actuator 346 towards the first configuration, and there may be a risk that the rail chassis 6 will get stuck in the raised position if the hydraulic accumulator 375 is not present.

[0224] Alternatively, when the weight of the rail chassis 6 and its cargo is more than sufficient to urge the hydraulic lifting actuator 346 to the first configuration, the hydraulic accumulator 375 may be configured to urge the hydraulic lifting actuator 346 to the second configuration, thereby reducing the work required to lift the rail chassis 6 and its cargo.

[0225] Referring again to FIG. 17, a pilot line 369 couples the fluid operated brake coupler 331 to the hydraulic lift actuator 346 through a dump valve 376 .

[0226] A failure of the fluid actuated brake coupler 331 resulting in a drop in pressure will stop any brake release that occurred prior to the failure. A failure of the winch device will also result in a drop in tension in the winch line such that neither end 336, 338 will pull on its respective master piston 333. This will in turn cause a drop in pressure in the fluid actuated brake coupler 331 stopping any brake release.

[0227] In such a situation, such as when a failure occurs in the deployment mechanism embodiment described above, it is preferable to lower the rail chassis 6 if it is not already in the rest position.

[0228] The release valve 376 is configured to automatically open if the pressure in the fluid actuated brake coupler 331 falls below a predetermined fault threshold. This means that a pressure drop in the fluid actuated brake coupler 331 indicating a fault will cause the hydraulic fluid in the lifting cylinder 370 to be released, thereby allowing the hydraulic lifting actuator to move towards the first configuration (lowering the rail chassis 6) by gravity, pressure provided by the hydraulic accumulator 375, or a combination of the two.

[0229] The sequence of raising, lifting, releasing the brakes, towing, braking, and lowering of the rail chassis 6 using a deployment mechanism incorporating a hydraulic system 365 can be carried out according to the steps described below. Lifting 1. Activate lift pump 372 to pressurize lift cylinder 370. 2. The lift cylinder displaces the hydraulic lift actuator 346 towards the second configuration lowering the wheels 52 relative to the rail chassis 6 and therefore raising the rail chassis 6 relative to the rails 8, 9. 3. The rail chassis now reaches the raised position and is ready to be transported along the rails 8, 9 using the winch device. Brake release 4. There is residual tension in the winch line maintained by two biasing sheaves 47 on each side of the winch 41 (shown in FIG. 14). 5. Movement of the winch 41 in one direction pulls on the respective winch line 336, 338 until the biasing sheave 47 on that side "bottoms" on its end stop and can no longer be displaced further. 6. The winch lines 336, 338 move further, pulling on their respective master cylinders 332 (FIG. 18), thus increasing tension. 7. The hydraulic pressure in the master cylinder 332 increases. 8. Increased hydraulic pressure is thereby applied to the brake release cylinder 334. 9. Extension of the brake release cylinder 334 opposes the bias of the brake 16 toward the rail 8 (FIGS. 8 and 20) and tends to reduce the braking force available between each brake pad 24 and the rail 8. 10. Reducing the braking force reduces the braking friction that the brakes can provide. (Brake Friction = Braking force on each brake pad 24 x Coefficient of friction x Number of brake pads 24) towing 11. If the winch 41 continues to operate, a point will be reached where the tension in the winch line exceeds the brake friction. 12. At this point, there is a net force on the rail chassis 6 so that it begins to accelerate along the rails 8, 9. 13. As long as the rail chassis 6 is moving slower than the winch line, tension in the winch line will increase, causing the brake to release further. 14. If the rail chassis 6 accelerates to a speed higher than the speed of the winch line, tension in the winch line decreases, reducing the hydraulic pressure in the master cylinder 333 and therefore in the brake release cylinder 334. 15. This allows the bias in the brake unit 14 to restore the braking force and therefore the friction between the brake 16 and the rail 8. 16. The rail chassis 6 then decelerates. 17. This gradual brake release / braking causes the movement of the rail chassis 6 to be closely aligned with the movement of the winch line and resist other influences such as wind or vessel heel that tend to accelerate or decelerate the rotor sail along the rail. brake 18. When the desired stopping point is reached, the winch 41 may be stopped. 19.Continuous movement of the rail chassis over short distances reduces tension in the winch line. 20. The hydraulic pressure in the master cylinder 332 and the brake release cylinder 334 decreases. 21. The bias in the brake unit 14 restores the braking force between the brake 16 and the rail 8. 22.Increased brake friction. 23. The rail chassis 6 slows down until it stops moving along the rails 8, 9. 24. The winch 41 may be driven slightly in the opposite direction to minimise any chance of accidental movement due to other influences. 25. This allows the winch line to go slack approximately until the associated biasing sheave 47 clears its end stop. 26. The tension in the winch line is now only the tension provided by the biasing sheave 47, which is significantly less than the tension required to overcome the resilient biasing element 18 of the brake unit 14. descent 27. To lower the rail chassis 6, once rest has been reached, open the dump valve 376 (FIG. 22). 28. Hydraulic fluid flows from lift cylinder 370 through orifice 378 back to the reservoir. 29. Gravity, optionally assisted by hydraulic accumulator 375, may then pull the rail chassis 6 downwards towards the rails 8, 9.

[0230] In summary, the sequence of operations involves first raising the rail chassis 6 using the hydraulic lifting assembly 367, then applying tension to the winch line and releasing the brake 16. After the tension in the winch line is released and the brake 16 is reapplied, the hydraulic lifting assembly 367 can be used to place the rail chassis 6 back onto the rail.

[0231] If the winch device fails during the sequence of activities described above, the sequence may be interrupted and actions along the lines described below may occur instead. 1. The pressure in the master cylinder 332 is completely reduced and therefore the pressure in the pilot line 369 between the fluid operated brake coupler 331 and the hydraulic lift accumulator (FIG. 17) is also reduced. 2. A drop in pressure in pilot line 369 causes dump valve 376 to open. 3. Hydraulic fluid flows from the lift cylinder 370 through the orifice 378 and back to the fluid reservoir 374. 4. The rail chassis 6 is then lowered and placed on the rails 8, 9. 5. The friction formations 60 (FIG. 6) then grip the rails 8,9 preventing further movement of the rail chassis 6 along the rails 8,9.

Claims

1. A lifting mechanism for a rail chassis for a shipboard rail system, comprising: a lifting unit coupleable to a rail so as to move along the rail together with the rail chassis, the lifting unit including a lifting actuator movable between a first configuration and a second configuration, wherein movement of the lifting actuator from the first configuration to the second configuration moves the rail chassis from a rest position relative to the rail to a raised position whereby the rail chassis can be transported along the rail in the raised position; the rail chassis is securely engageable with a base when the rail chassis is in the rest position; The lifting mechanism is configured such that when the rail chassis is in the raised position, the rail chassis is separated from the base, thereby allowing free movement relative to the base in the direction of the rail.

2. The lifting mechanism of claim 1 , further comprising a friction formation grippingly engageable with the rail when the lifting actuator is in the first configuration.

3. 3. The lifting mechanism of claim 2, further comprising a biasing formation, the friction formation comprising at least one gripping pad movable within the friction formation, the friction formation engageable with the at least one gripping pad and configured such that, in use, a downward force on the friction formation is transmitted from the biasing formation to the at least one gripping pad in more than one direction, thereby causing the rail to be gripped by the friction formation.

4. 4. A lifting mechanism according to any one of claims 1 to 3, wherein the lifting unit is mountable on a wheel assembly comprising wheels rotatably engageable with the rail.

5. 4. The lifting mechanism of claim 1, wherein the lifting unit further comprises a restraining assembly engageable with the rail and configured to restrain lateral and / or upward movement of the rail chassis relative to the rail.

6. 4. The lifting mechanism of claim 1, further comprising a lifting attachment for attaching a towing assembly to the lifting actuator, wherein sufficient actuation of the towing assembly moves the lifting actuator from the first configuration to the second configuration, thereby enabling the rail chassis to be carried along the rail in the raised position by the towing assembly.

7. 7. The lifting mechanism of claim 6, wherein the lifting mechanism is configured such that actuation of the traction assembly providing a force greater than a predetermined lifting force required to raise the rail chassis moves the lifting actuator from the first configuration to the second configuration.

8. the lifting mechanism further comprises a traction assembly, the traction assembly including a directional filtering device; the directional filtering device is coupleable to a winch device, the winch device operable to apply a force to the directional filtering device in a first direction substantially parallel to the rail or in a second direction substantially parallel to the rail and substantially opposite to the first direction; 4. The lifting mechanism of claim 1, wherein the directional filtering device is configured to operably couple the winch device to the lifting actuator such that operation of the winch device applying a force to the directional filtering device in either the first direction or the second direction actuates the lifting actuator between the first configuration and the second configuration, thereby enabling the traction assembly to move the rail chassis to the raised position.

9. 1. A deployment mechanism for a rail chassis for a shipboard rail system, comprising: a lifting mechanism according to claim 1; a brake unit coupleable to the rail so as to move along the rail with the rail chassis, the brake unit including a brake and a resilient biasing element that biases the brake toward locking engagement with the rail; a towing assembly operably coupleable to the brake, wherein sufficient actuation of the towing assembly releases the brake from the rail such that the rail chassis can be carried along the rail in a raised position by the towing assembly.

10. 10. The deployment mechanism of claim 9, wherein the brake comprises a movable brake pad, and the resilient biasing device comprises a spring that biases the movable brake pad toward locking engagement with the rail.

11. 11. The deployment mechanism of claim 9 or claim 10, wherein the brake unit further comprises a brake actuator operatively coupling the towing assembly to the brake and movable by the towing assembly between a locked configuration in which the brake is in locking engagement with the rail and an unlocked configuration in which the brake is released from locking engagement with the rail, thereby allowing the brake unit to move along the rail.

12. 11. The deployment mechanism of claim 9 or claim 10, wherein the towing assembly is additionally couplable to the lifting actuator, sufficient actuation of the towing assembly moving the lifting actuator from the first configuration to the second configuration.

13. the deployment mechanism is configured such that actuation of the towing assembly providing a force greater than a predetermined brake release force required to overcome the resilient bias releases the brake from the rail; actuation of the traction assembly providing a force greater than a predetermined lifting force required to raise the rail chassis is configured to move the lift actuator from the first configuration to the second configuration; 13. The deployment mechanism of claim 12, wherein the predetermined brake release force is greater than the predetermined lifting force, such that the brake is released from the rail when the rail chassis is in the raised position.

14. the towing assembly includes a brake coupler coupling a winch device to the brake and a lifting coupler coupling the winch device to the lifting actuator; 13. The deployment mechanism of claim 12, wherein the towing assembly is configured such that an initial displacement of the winch device moves the lifting actuator from the first configuration to the second configuration, and further displacement of the winch device causes the brake to release.

15. 11. A deployment mechanism according to claim 9 or claim 10, wherein the towing assembly comprises a fluid-actuated brake coupler coupling a winch device to the brake, whereby when a force greater than a predetermined brake release force is applied to the fluid-actuated brake coupler by the winch device, the fluid-actuated brake coupler is sufficiently pressurized to release the brake from the rail.

16. the deployment mechanism further comprises a fluid-actuated brake coupler operably coupling the tow assembly to the brake; the towing assembly is coupleable to a winch device, the winch device being operable to apply a force to the fluid-actuated brake coupler, whereby when a force greater than a predetermined brake release force is applied to the fluid-actuated brake coupler by the winch device, the fluid-actuated brake coupler is sufficiently pressurized to release the brake from the rail; 11. A deployment mechanism according to claim 9 or claim 10, wherein the fluid operated brake coupler comprises a fluid and brake release valve operable to allow pressurised fluid to act against the resilient biasing element to release the brake from the rail.

17. the fluid-operated brake coupler further comprising a release valve operable between a closed configuration maintaining the fluid pressurized and an open configuration reducing the fluid pressurization whereby the resilient biasing element returns the brake to locking engagement with the rail; 17. The deployment mechanism of claim 16, optionally wherein the release valve comprises a controller that defaults to an open configuration and requires active control by a user to maintain the release valve in the closed configuration.

18. The deployment mechanism of claim 15 , wherein the lift actuator is reversibly fluid actuated to move between the first configuration and the second configuration.

19. The deployment mechanism of claim 18 , wherein the lift actuator is configured to automatically release pressure when pressure within the fluid-operated brake coupler is below a predetermined release threshold.

20. The deployment mechanism of claim 15 , further comprising a hydraulic accumulator coupled to the lift actuator and configured to hydraulically bias the lift actuator toward the first or second configuration.

21. A rail chassis set for a shipboard rail system, comprising: a rail chassis for transporting the wind-assisted propulsion device on the deck of the ship; A rail chassis set comprising the lifting mechanism according to any one of claims 1 to 3 or the deployment mechanism according to claim 9 or 10.

22. 22. A rail chassis assembly for a ship-mounted rail system, said rail chassis assembly being assembled from the rail chassis set of claim 21.

23. A ship, The deck and Deck-mounted rail system and A watercraft comprising a rail chassis assembly according to claim 22.

24. 24. The vessel of claim 23, further comprising a wind-assisted propulsion device mounted to the rail chassis.

25. 24. The vessel of claim 23, further comprising a platform on the deck of the vessel for supporting a wind-assisted propulsion device.

Images